System for operating trains



July 19, 1:1938.

A. Gf SHAVER SYSTEM FOR OPERATING TRAINS Filed 0G13. 22, 192.7 2- Sheets-Sheet 2 M, -NQ

/f/Is urne] ing, as the case may be, andagain must stop for. .3

Patented July 19, 1938 UNITED STATES SYSTEM FOR OPERATING TRAIN Archibald G. Shaver, Chicago, Ill. Application October 22, 1927, Serial No. 227,932

'I'his invention relates to an improved system for operating` trains on a railroad, combining safety and economy through the provision of `means to save time in operation and to keep trains moving.

The prevailing ation has been to provide. a time card scheduling the rate of movement for all regular trains and the rules governing the procedure in the operation of trains. In the cases of special instructions for, trains these are usually in the form of written orders transmitted to the trains enroute through local telegraph and train order 'stations from the dispatcher in charge of lthe division or district. These written orders are of t'wo kinds, the 3l order which the train must stop toreceive; and the 19 order which is passed up to the train as it moves by the local station, the train only slowing down for the purpose. The safety of trains is provided-for by a block signal system so that .a signalwill indicate to an approaching train whether the block ahead' is occupied. The location of trains is recorded with the assistance ofthe operators at localstations who repcrt passing trains to the dispatcher. Trains about to take or leave a siding must stop, a member of the crew walks ahead and opens the siding switch, the train pulls in or out of the sida member of the crew to close the switch.

In the performance of. these various functions in operating trains as above outlined, considerable timeis lost and considerable expense is involved which it is proposed to save in the present invention, and the accomplishment of these results is'the general object of the invention.

Another object of the invention is the provision of means' whereby a member of the crew on trict, thus making the rear of a train may get-into communication with a member of the crew at` the head end of Athe train and vice versa, and whereby the vdispatcher may communicate with the train at will, by telephone or otherwise, while the train is standing or in motion, thus making loal operators unnecessary for the transmitting of orders,

and may be telephoned to will.

Another object of the invention is the provision of means in a system suchas described, whereby the dispatcher may informhimself as to the location,direction of movement and approximate rate of travel of any train in the disoperators at local stations unnecessary for transmitting such information.

vA further object is practice in railwaytrain operl the signals or switches, or both.

by one of thecrew, at'.

the providing of means inl a system embodying the other features enumerated, by 'which the dispatcher can give'notice to a train to -take siding and be advised that such` means has operated.

A further object tection, under the control of the dispatcher, at a track switch, to not only stop'the train from further main line movement but to protect it against any opposing oncoming train. In such y display of the signals by the dispatcher he is 10 -advised .by appropriate means that the signals `have operated. v

Another object is to provide means whereby when the take siding signal is displayed the train, without coming to a stop, may operate the switch to divert itself, from the main line into the siding and failure to operate the switch properlyv will result in the train being automatically stopped. l

Another object .is the `provision of a system such that the siding switch may be operated by eitherthe dispatcher or by approaching trains and the dispatcher advised in either case when the switch operates.

A further object is to provide the dispatcher may, at his option, in leaving a siding.

Another object is the provision of means giving audible information to the dispatcher on the operation ofthe controlling instrument governing.v

means whereby control trains Another object is to provide an arrangement of apparatus suchthat when the' signals have cleared, the siding switch must be in a certain position-agreeing with the cleared signal.

Another object is to provide an arrangement Twhereby the dispatcher may operate certain signals at the switch, after which he may thenrestorethe arrangement to its normal condition, without the necessity of operating the switch. 40

An additionalA object relates to the arrangement of means whereby, when the route is set for theA trains .to proceed into the siding, any train control restriction existing is cancelled.

- Other objects of the invention will appear in the description of the preferred embodiment 'of the invention which follows:

Figs. l and 5 are diagramma c illustrations of the system, the latter figure being a continuation of the former.

Fig.- 2 is a detail of the arrangement of the inductors and connected telephone apparatus on the trains, for the communicating system.

Fig. 3 is a detail of the connections on the'track for the communicating system differing in some 55 is the providing of signal pro- 5 tendants on the train,

respects from that shown in Fig. 1 in that resistances are shown around the insulated track joints instead of condensers.

Fig. 4 is an illustration of an apparatus for opening and closing certain circuits in a selector system, and

Fig. 6 is a modification of circuit or a part thereof.

The system consists generally of a complete train protecting and operating system', so constituted that the dispatcher may determine the location and direction of travel of theltrains, and may talk by telephone directly with the atwithout the necessity for intermediaries or station operators, in issuing orders and instructions; the attendants on the front and rear of a train may communicate with each other and with therdispatcher at will.

The dispatcher may give verbal instructions to the train attendants to take the train in,on a certain passing siding to allow another train to pass. Having done. so, he mayv provide a check on these instructions in the way of the display of a take siding signal. Additionally, he may set the signals for each direction at the track siding switch so that the two trains will be protected, each against the other. structions to take the siding, may operate the siding switch from the train as it moves along. Failure to operate the siding switch will result in an automatic application of the brakes to stop the train, through the operation of train control means as will be hereafter explained. Should the the main telephone dispatcher deem it advisable to operate the siding switch himself he may do so.

In Figs. 1 and 5 the signal system indicated is that in general use on the railroads, preferably of the type 0i automatic block signals. For convenience and flexibility in operation, the annunciator or novel trainl indicator system is vdivided into two parts-one (the station group) embracing the tracks included within the limits of the passing track, and and the other (the road group) comprising the stretch of trac-k between two/ adjacent stations as X and Y.

The station group includes the track circuits SI to S6 inclusive (Fig. 1) with corresponding relays PI to P6 inclusive. The road group includes the track circuits CI to C'I inclusive (Figs. 1 and 5).

average speed,` `vConsidering the stationgroup, as at X, the train position indicating circuit normally comprises battery BI, resistance R'I, conductor I 2, resistance R6, conductor II, resistance R5, conductor I0, resistance R4, conductor L4, resistance R3, conductor 9, resistance R2, conductor 8, resistance RI, conductors 'I, DI and |30 (Fig. 5), contact I3| normally open, conductor |32, indicating instrument SQ, conductor |33, contact |34 normally open, conductors D3 and I4, and contact I3 normally open to battery BI. In parallel with resistance RI is back contact I vo1' track relay PI.

With contacts I3, I3I and |34 closed and a train' in track circuit SI, resistance RI is shunted from the circuit by contact closed and conductors I6 tact 3 and instrument SQ reads 3, etc.

operating the selector A train receiving inpointer SQ he can tell if l toward and i9, so that the dispatcher-s instrument SQ will register, for example 1 all the other resistances R2 and RI being in circuit. With a train in track circuit S2, resistances RI and R2 4are shunted from the circuit by contact 2 closed and conductor II and instrument SQ willl read 2; with a train in track circuit S3, resistances RI, R2 and R3 are shunted from the circuit by con- With a train in track circuit S6 all the resistances are shunted from the circuit by contact E but R1 and instrument SQ will read 6.

Instrument SLI (Fig. 1) is represented as a relay controlled by the dispatchers selector systern. CB (Fig. 5) represents a selector key mechanism in the dispatchers oftlce for controlling a selector along the railroad. Each key controls the sequence of impulses required in the code for .with whichit is aligned. B3 is the source of energy for the impulses'which are sent `'out in the operation of the selector keys to control the various selectors. The station group instrument SQ and the road group instrument RQ are located in the dispatchers, omce.

Normally they are out of circuit, but either canv `spective button |35 or |36.

If the dispatcher desires to know if there is a train at station X, he operates the appropriate selector code to energize SLI to close contact I3. He then pushes button |35 which connects instrument SQ in the circuit. By the indication of the there is a train at station X and the track circuit in which it is located. If the indication of SQ changes from 2 to 3 to 4, etc., the dispatcher knows the train is travelling termine the average rate of speed at which the train is traveling. l

Considering the road group, the aryangement of the circuits and the operation are'similar to those explained for the station group at X. For example the track circuit sections CI, C2, c. C'I are each provided with correspondingly numbered relays TI, T2, TI, controlling resist'- ances QI, Q2, Q1, said resistances being normally in series with instrumentRQ, when contact 28'and the switch I 36 are closed, and with battery B2. If the dispatcher desires to know if there is a trainin any of vthese sections'he operates the selector key mechanism to energize SL2 (Fig. 5) and closes contact 28 and observes the pointer of the instrument RQ which indicates the location' and direction of travel of the train.

As shown there is a battery as BI, B2 etc.,v for each group. If so desired, the source of energy may be located in the dispatchers ofllce and only one will then be required, and not one for each group.- f y Having located thetrain, which may be' moving or standing still, the" dispatcher is able to getI directly in communication with the crew to communicate orders and information.

Figure 2 represents the train telephone system provided to permit communication btween the front (locomotive end)'and rear (caboose end) If the indication of SQ changes de- SQ and knowing the.,

l as combined telephone transmitting and receiving-,sets on the locomotive and caboose respecftively. 25-25l and 2524-259 represent inductors connected with the telephone sets A and B respectively and so located on the train as to ride close tothe track rails. In the case of attendant at A talking to attendant at B, the voice currents `set up in the inductors 250 and 25| are in the same directions and are induced into the track rails in the same direction. The currents set up in the track rails affect the inductors 252 and 253 and aretransmitted to the receiver of B. The operation is reversed in the case of B talking to A.

In Fig. 2 the pairs of inductors at the front and rear ends of the train are shown connected in parallel. Itv should be'understood they may also be connected in series. While I have 1designated this system specifically as a telephone sys@- tem, it sho d be understood that the same general metho may be used forother forms of communication and transmission of impulses for both audible and visual indications.

I shall now describe the roadside features of the system and how the roadside and train features co-operate. There are a series of local intermediate circuits along the railroad, forming what may be termed a travelling circuit or zone for each train. They comprise the track rails and a line conductor, the two being suitably connected together at intervals; and a transformer is included that the dispatcher may connect his telephone system in circuit as he desires. As the track rails are divided into sections for track circuit purposes, the sections being separated by insulated joints, it is considered desirable that means. be provided for conducting. the communicating current around the insulated joints, hence the condensers C are used at all the insulated joints, or the resistances r may be used, as shown in Fig. 3.V Insulated track joints, under usual service conditions, are of lowv impedancefor telephone-currentsl The few usually occurring in intermediate circuits of moderate length are not an appreciable obstacle to the flow of voice currents. However, under certain track conditions,

and with intermediate circuits `containing a considerable number of insulated joints, or for types of communication requiring more current than telephony, current flow to the receiver is improved by providing means to conduct or bypass the communicating lcurrent around the insulated joints. Condensers, where used, pass the communicating current, ,which is intermittent in character, but provide a barrier for thevcurrent which is used -for track circuit purposes. Resistancesused aroundlns'ulated joints are of a character to offer small impedance to the communicating currents, but obstruct the liiow of the track circuit current.A

One typical district of this intermediate circuit comprises track rails at circuit CI, conductors 94 and 65 connecting through condensers K to conductor 66, contact 61 normally closed, conductor 68, transformer primary pof TF2, conductors 69, D9 and 9|, primary P of transformer TF3, conductor 89, contact 19 normally closed, conductor 19, condensers K'and conductors 19 and 11 connecting totrack rails in section C4 and then via 'the track rails andconducting medium around insulated joints 4c: section CI;4 In communicating, the transmitting inductor on the train induces intermittent current into this intermediate circuit, which is complete P of transformer TF3,

between the two stations on' of the train may be maintainedv continuously, as4 the train operates through the equipped territory`,-

zone in which the'train sections C9 and C2 to` in itself, and the receiving inductor on the train receives the intermittent current carrying it to the receiver. The communicating current is received into and transmitted from the track rails, and the circuit just described is in reality an intermediate or carrier circuit for the territory including sections C2 and C9. Assume the trainis moving in the direction from X toward Y; when in section C4 relay T4 is dea-energized opening contact 19. The vintermediate circuit ahead of the train and is the same as above described, except the circuit is no longer complete through contact 19, but is complete through conductor 93, primary Pr of transformer TF4, con. ductor 92, contact 9|, conductor 90, condensers K, conductors 88-89 and track rails back to the conductor connections 154-65. After the train clears the track section is therefore extended C4, it is then -in the` intermediate circuit for district C5 and-C6, comprising, track rails including condensers C around insulated joints, conductors 16 and. 11 connect# ing through condensers K to conductor 19,' contact 19 again closed, conductor 80, primary conductors 8l, D3 and 93, primary P of transformer TF4, conductor 92, contact 9i normally closed, conductor 90, and conductors and 89 connecting through condensers K to track rails. Communicating impulses frorn and to the inductors on the train are now carried in this circuit instead of in the enlarged circuit for the two districts C2-C3 and C5-C6 as heretofore explained.` It will be observed, therefore, that tors are always within, and in inductive relation with, an intermediate circuit. which is, in effect, a circuit or zone traveling with the train, and

which, for convenience, I have designated atrav-l eling intermediate circuit or zone. This arrangehead endcommunication in that communication the different parts and yet confined to the operates. It is obvious that for a'plurality of trains operating within the' ,equipped territory, or a stretch of railway, each may be maintained in a communicating zone of its own that communication may be carried on between stations on different parts of said train or between said train and' a wayside station, without interfering with the communication of other trains in the same territory. It may be further noted that where trains operate within the same communicating zone, for example, when passing at siding locations, they may communicate with each other in the same manner as where carried on between the rear end and head end of a train. 'I'his is of advantage from the standpoint of safety and eiiicient train operation.

When the dispatcher desiresto communicate with a train, he operates the appropriate selector in his telephone system to cut himself in on the intermediate circuit. For example, with a train inthe intermediate circuit described, he may operate selector SL4 to closel contacts 12 and. which connect the leads 10 communication is the train carried inducondary s of transformer TF2 directlyonto disl patcher's telephone line, conductors DI and D2. He is then in position-to talk tothe crew in'both When' through communi- A densers K in order to make both track rails as nearly like. one conductor as possible for communicating purposes, yet to cause no interference with the proper operation oi the track circuits. The communicating current is intermittent/ or alternating in character. Its direction at any instant in the two track rails, when induced therein, is the same. From the track rails the communicating current passes through the condensers K and the cross conductor and trans- 15 former at one end of the intermediate circuit to the conductor D3 and thence back through the cross conductor, transformer and the condensers K at the other end of the circuit to the track rails, thence through the track rails and the by-` passes thereon at.` the insulated joints. When the dispatcher talks to the train, communication current from his circuit, conductors DI and D2, is induced into the intermediate circuit at the transformers, as TF2, and passs through the intermediate circuit as above described. This com# munication current in the track rails is reinduced into the train carried inductors and carried to the ate circuit and thence through the transformers,

V as TF2, into the dispatchers communicating circuit, conductors Dl and D2, and receiver.

A chief vvalue of this communicating system lies 4 `:is in the ability of theconductor in the caboose at the train, thus having an understanding atl all times as to the conduct of the train, such as makgetting it over the railroad.

Another chief ing system lies in the facility with which the dispatcher may communicate with a train to change its instructions, warn of dangers, and the like; all tending to facilitate the movement of the train and increase its safety.

If it isy desired to spectively. Control This dispatcher circuit Dl, D2 may be a commercial telephone circuit whereby passengers on a passenger train for example, may carry on conversation with parties in distant citiesand vice versa.

In the case of a train taking a passing siding, the dispatcher may give such instructions through the display of a "take siding signal IIB; or he may display this signal in addition to having given the traincrew written or verbal instruction. He may lalso set the signals at the switch as H9 and H I0, in the stopcondition to close the main line to the train required to take the siding andto stop any opposing train from proceeding by the fouling point of the main line and the siding. He may also open the circuit for signal HI2 to hold that signal at stop so that a train standing on the siding willbe vheld there until permitted to move out on the main line.

The take siding 'signal and the signals H9 and Hill may be either the light or semaphore type and the circuits include the usual features as described below. Both signals H9 and H|0 govern along the main line and both are in the stop position with switch SW open. 'I'he control for light type and semaphore signals is much the same in either case. For convenience semaphore signals are shown siding signal is a sign operated by the same sort oi mechanism as the semaphore' signals. Normally, the take siding signal is withdrawn from display, and the signals H9, HN. H|| and HI2 are in `a condition to operatethe same as in any automatic signal system. K

By operating the controllingV instrument SD, shown in Figs. 4 and 5,l the control energy is cut on' for the display of the take siding" signal and the placing of signals H9 and H| 0 at stop. Relays N9, NIO, NII and N|2 are the control relays for the signals H9, H|0, H|| and `HI2 rerelay N9 is, controlled by track circuits C9, C9, etc. through the block as 'indicated by the broken line 209. Control relay N|0 is controlled by the track circuit C9, C1,

.C6 and C5 as indicated by the broken line 201.

In the case that the signal system is an automatic permissive system (APB) relay Nilv would be controlled by trackcircuits C9, C1 and C9 for following train moves but for .opposing or head on train moves, it would also be controlled bythe additional track circuits C5, C4, S5. Control relay N||, as indicated by the broken line 2|0, is controlled by the track circuit C9. Control relay Nl2, as indicated by the broken line 201, is controlled by the same track circuits as control relay N I0. The blocks for the signals H9, H|0, H|| and HI2 correspond to the territory covered by the track circuits control- `ling the respective control relays i'or these signals. With the controlling instrument SD (Figs. 4 and 5) in` its normal position and the blocks of signals H9 and Hlll'occupied, relays N9 and N|0 are de-energized.

The1controlling instrument SD, comprising a v series ofcommutator segments or contacts, con--v trols electric circuits through electromagnets operated byselectors shown in detail in Fig. electromagnets which trolled by selectors |9| spectively.

Commutator segments |00, |0|, etc., are located on the same shaft with the ratchet vwheel or gear |54, and as shown havesix positions; though they may have any number of positions 4, where |55 and |99 are are in local circuits con- (SL1) andi-19 (SL.) re- C3, C2; Cl and SL'I and SLS. 'Ihis is from two up as required. When magnet |55 is energized, armature it and commutator segments |00, etc., counterclockwise to the next position, thereby retaining a circuit closed',or opening a circuit, or closing a circuit, whichever may be considered necessary. When the selector |6| is operatedv I returned to.

Electromagnet |69 with its 'armature |1| and arm |10 is similar to electromagnet |55 and related parts and is for the purpose of moving ratchet wheel |54 and connected commutatorsv |00, |0|, etc., clockwise. After commutators |00, |0|, etc., are moved 'counter-clockwise to some i position as 2 or 3 to accomplish a particular its , wise;

purpose, it may be desirable to return them to normal position by a reverse movement and not complete the cycle of movements. Where suchl is the case, the dispatcher will operateselector |16 energizing e'lectromagnet |69 from battery |63 through conductor |11, contact |15, conductor |12, electromagnet coil |69 and conductor |16.v The energizing of electromagnet |69 steps commutators |100, |0|, etc., around clockwise, and thus they may be returned to their normal position. i

In order that the proper sequence of operation of devices may be provided in the-system as shown in Fig.`5, counter-clockwise movement of commutator segments |00, |0|, etc., is provided lwithout restriction, but a' stop (not shown) is 'provided for clockwise movement such that commutator segments may be returned to normal po-` sition but clockwise movement cannot be had beyond that point, as advancing position 6 to position 1. 'f'

`Commutator segments |00 to |08 are shown in their normal position, which may be considered as position 1. The operation `of these segments as shown, to accomplishthe'purposes desired in controlling functions is counter-clockwise and in4 order positions 2, 3, 4, 5 and 6 if the complete cycle is followed.

-Normally the commutator segments control circuits as follows: |00 keeps circuit for control/ relay NI2 closed in positions 1 and 5 and open in other positions; |0| keeps circuit for control re lay, N9 'closed in positions 1 and 2 and open other- |02 keeps circuit for control relay N|0 closed in positions 1 and 2 and open otherwise; |03 keepscircuit for control relay |23 (take siding signal) closed in positions 1 and Z'andlopen otherwise; |04 closes circuit for bell-|09 in position 3 but keeps it open. otherwise; Y circuit for track switch vcontrolling relay AR6 closed in all but positions 2 and 6; |06 closes circuit of controlling relay AR6, around stick con-1 tact A29, momentarily when moving between positions 3 and l4; |01 closed in positions 3, 4 and 5 but open otherwise;

|06 keeps circuit for transmitter ||0 open in po l sition 1 but closed otherwise. n

Signals H|| and H|2 can operate to 'indicate clear only when switch SW is open, that is for train movements to and from the siding. Switch |66 is raised, lifting arm |51l which impinges on the ratchet wheel |54v turning latter including relay ARA.

`the main line, the energizing its contact A26. The

|05 keepskeeps circuit for bell |29 have the same numbers herein as 1n the applicavtion referred -to except thc prefix A is added.

Relays ARA and ARS vare normally deencrgized,

i and in circuit connection respectively with the coils of inductors 1|v and I2. The circuit connecting the inductor Il with relay AR4 includes inductor Il, conductor A|3 (indicated broken in Fig. 5), coil of relay ARA, conductor A|2 (indicated broken),`contact AM normally'open, and conductor All connecting to the other, end of the coill of inductor 1|. When a train enters track section C1, track relay T1 is deenergizcd closing contact AH. A predetermined time must elapse after the-closing of contact A|1 before time relay ARB, which is in a .circuit energized :by battery AB3 and controlled by contact AI1,

closes contact AM. This predetermined time is equal to the time which must be consumed by thetrain, after entering track section C1, before the train carried inductor comes into correspondence with the roadside inductor 1| in order to be effective in energizingr the circuit of the This time interval may be varied through adjustment of the time Vrequired for instrument AR3 to close its contact AI4. Since inductor I| is located in proximity to switch SW and the train must approach inductor Il under restricted speed, it followsrthat the speed of the train cannot be excessive over the switch SW into the siding. When a train is in the track circuit switch SW and it is desired to set the switch to divert the train into thev siding, the engineman closesa circuit on the train energizing an inductor attached to the train. On correspondence of the energized train carried inductor with the inductor 1| the circuit of the latter isv energized causing the' relay ARA to close the contact'A25. When a train on the siding desires to come out on of the train carried .inductor will, on correspondence of the train sw is operated by the mechanism section C1 approaching the inductor with inductor I2, energize the circuit of the latter causing relay AR5 to energize closing ydetails of the operation of the switch, due to the closing of. contacts A25 and A26, will hereinafter be explained.

AR6 (Fig. 5) is the control relay for' operation of the switch mechanism. SM.. When energized it opens the switch. When de-energized it closes the switch. Normally it is de-energized. Its normal stick circuit comprises battery B4, contact A29 open.. conductor A2|, conductor A22,-commutator segment |05 position 1 closed, relay contact A23 closed and conductors A24v and C to train carried means, which contacts are in multiple with'stick contact A29, will energize relay AR6 and cause it to remain energized `because ofthe sticking of contact A29. The operation of commutator contact |06, which is closed for a short interval of time in the movement of segment |06 from position 3 to position4, will energize relay AR6, since this` contact |06 is also in battery. In this condition,. .the closing ofl either contact A25 or A26 from coil of relay AR6,

,switch SW to be multiple with stick contact A29.` The circuit involved in the closing of contact |06 comprises battery B4, conductor A11, contact |06 closed.

closed, contact |05 closed, conductor A22, contact A21 closed on itsiront point, conductor A3l, circuit contact A32 associated with stop signal H9 closed, switch mechanism SM and conductors A and All. This circuitclosed causes the opened for the siding. With relay ARB de-energized, the circuit for mechanism SM, to close switch SW for the main line A movement, comprises battery B4, conductors C and A24, contact A23 closed, contact |06 closed,

conductor A22, contact A21 closed on its back point,conductor |19, switchV mechanism SM and conductors A30 and All.

'I'he switch mechanism It will be noted that the signal H9 must be in the'stop condition and track section C8 (Fig. l) whichl controls energized from common |22, relay coil |23, con- Normally relay |23, take siding signal IIS, is conductor c, conductor ductors |24 common. tact |03 being shifted to ment SLT is operated, battery B4 is disconnected from relay |23, which becomes de-energized openingl its contact ||6 and a part, causing the "take siding signal ||6 to display. Also contact connecting battery ||9 to conductor |26 and to conductor C, conductor |26, bell |09, conductorv |31, back contact |38 closed, conductor |42, back fcontact |40 closed, conductor |20, commutator contact |04 closed in position 3, conductor |26, which is normally a part of the |23, back contact |2| closed, contact ||8 closed of track relay for section C6, battery ||9 to comated and in which circuit for relay Under such conditions, bell ring in the transmitter 0 mon conductor C. |09 may continue to until the approaching train gets into track section C6, when contact ||6 is opened and the bell stops ringing.

To indicate to the dispatcher that signal HH has cleared, the bell |29 rings when in the closed circuit comprising common conductor C, *commutatorcontact |01 closed inpositions 3, 4 and 5, conductor |21, bell |29, conductor |28, front contact |43 (of relay N||) closed, conductors A30 and A|1 and b'attery B4.

The transmitter equipment ||0 is connected to dispatchers telephone line conductors DI and D2 by commutator segment |08 in all positions except position 1. |49 is a switch for connector other person wants to talk to dispatcher.

Near the switch SW is a cylinder |58 in which is a piston connected to said switch by rod |59. |80 is a pipe leading to whistle |50 (shown groupedwith the bells and the transmitter H0). When the switch is moved, the piston moves with it, either forcing out or drawing in air through whistle causing same to sound in 'transmitter |0 every time the switch is moved and thus signal the dispatcher. 'I'his piston may be connected with the means locking the switch so as to sound f every time the switch is locked in positiom A Gongs |61 and |68 (Fig.` 4) are sounded for the operation of electromagnets |69 and |55. When armatures |1| and |66 return to their normal position, after being raised by their respective magnets to step the commutator segments around, they tap the gongs |61 and |68 respectively, thus advising the dispatcher of the operation. As these gongs are of diierent tones, the dispatcher can tell which electromagnet is operdirection the commutator ls rotated. i

This Fig. 4 illustrates struments which may be the arrangement of inup would direction, as counter-clockwise. Instead of the arrangement of commutators for SD all in one shaft, with a selector for each direction of rotation, I may prefer in some cases to operate part of the commutators those controlling the switches, on another shaft controlled'by another selector, the rotation being in one direction in each case.

Should the dispatcher desire information as shouting the number of the train into the transmitte: ||0 as the train passed by. By setting the While the commutators |004 are in the normal position the various signal control relay cir always be in the same used for. SLI, SL2, etc.,

. inductor with inductor Il the front'contacts ofcvarious track relays for the track sections constituting the yblock for the signal, in this case section C8 to C5 inclusive. The circuit of control relay N| begins'at common wire C and passes through relay coil NIO, switch circuit controller contact 2li closed when the switch SW is closed, commutator'contact |02, and thence through the contacts oi various track relays the same as l at common wire C and passes through the coil N9, commutator contact |0|, switch circuit controller A39 `closed when the switch is closed, conductor A40; contact A28. closed when relay ARE is deenergized, and thence through the front contacts- (not shown) of the various track relays for the track sections of the block as C8, C9, etc. The circuit for control relay N|| begins at common wire C and passes through coil of relay N||, back contact closed when relay N9 is deenergized, switch circuit controller contact AM clos'ed only when .switch SW is open (set for the siding) and thence through a contact (not shown) of track relay T8 to common C. 'A considerable variety of train operating conditions may be taken -care of with-this system and some of them will now be explained together with the procedure-in each case.

Assume two scheduled trains are pass at station Y and that the train coming from station X is to take the siding while the train bound toward station Xkeeps the main line. 'Ihe latter, if it arrives first at station Y,vs'tops `on the main line before passingy signal H|0. The

l train which is to take the siding and which must be runningl under the prescribed speed, operates the'switch in the usual way as heretofore'herein explained and as also explained in my application Serial #198,824. When it has cleared the main line, including the limits oftraok section C8, the switch SWreturns to normal position, signal H|0 clears automatically and the train on the main line proceeds to X. It is noticed that each train takes vcare o f itsell"l in this procedure and the dispatcher is not necessarily involved. As the train bound toward X approaches station Yi, it enters the block of signal H9; including track circuit `vsections C9 and C8, deenergizingv control relay N9 which in turn sets signal H9 at stop and holds said signal in the stop condition so long as any of the track 'circuit sections C78,

C9, etc. are occupied by the train. .As the train bound toward Y passes signal H3 if the auto' matic b lock signal system is of the APBtype, or

as it enters track circuit section C5 in case the automatic block signal system is of the ordinary or old style, signal H|0 is set at stop and remains at stop so long as any of thevtrack circuit sections intervening between the entranceO to the block and the signal H|0 are occupied by the train. The setting of signal H|0 at stop is accomplished through the d eenergizing of relay N|0 which is controlled by the track circuit sections referred to. Signal H|0 being at stop, train bound' toward X will not pass it. Signal H9 being at stop, train bound toward Y, which is to enter the siding, will not pass it till vauthorized to do so. When the train bound circuit section C1 the engineman energizes the inductor on the train and reduces speed if necessary so that on lcorrespondence of the train to the open position, signal H9 being alreadyy at switch SW starts to open. for NIZ. The circuit for control relay N9 begins `The closing of contact AM' permits y shown in Figure to meet and l `and with the completion of SW, contacts A39 and 2|| are closed. The clos- 'operation of signal (|6I) stepping the toward Y is in the track selector SL8 and loperate the switch SW, either by hand -or from the switch is operated closed in the cirand cirv cuit controller contacts A39 and 2| l, which areA normally closed, are openedl in the relays N9 and DIN-respectively, as 4soon the VAs indicated `by the broken line 209; these ,circuit controller.v contacts circuits of are connected to the switch and operated thereby.

, control relay N|| to energize clearingsignal H| 'which is the authority for the train to proceed into the siding. As the train enters track circuit section C8, c

relay T8,.which controls the circuits of control relay N9, NIO, N|| and N|2, (circuit contacts not circuits of these relays and consequently'placing signal H|| at stop. Also, with the deenergization of relay T8, contact A23 is opened in the switch operating circuit, making it impossible `for the switch SW to be operated while any part of `thetrain is in the track'section circuit C8, and relay AR6` is deenergized. After its first energization due to correspondence of train in ductor lwith wayside kmaintained energized v`"through its stick contact A29. When the train clears the limits of .track section circuit C8 in the siding, relay T8 i's again energized closing its contact A23. Since contact 'A27Y is now closed on its back contact, mechanism SM is operated automatically returningv thev switch VSW to its normal or closed position, the circuit therefor being heretofore explained. With the start of the closing of switch SW, switch circuit controller contacts A41 and A are opened the -closing of switch 2|| permits relay N|0 to energize, track section circuit relays in its ing of contact providing. the

5), is deenergi'zed, opening the -v ,inductor, relay ARS was"v circuit are all energized andthe circuit is otherwise closed; and consequently signalH|0 clears .authorizing the train bound toward X to proceed on its way. In the making of this meetingpoint,

if the train bound towards X was late so as not to= have placed signal H9 contact A28, as a consequence of the wayside inductor being energized from the train carried inductor for opening the switch. By this means contact A32 connected with the H9 would be closed permitting the opening of the switch SW. i 1

Assume thatthe train which is bound toward X takes the siding at Y at the other end (extreme right hand end, not shown). The dispatcher, as a precaution, may operate his selector SL1 commutators |00`| 08- toposition 2. This opens the circuit for signal H|2 at, contact |00 so it cannot clear and it also opens the circuit for relay ARG at contact |05 so that siding switch cannot be opened by the train coming from X should the engineman, under a misapprehension, be disposed todo so. After the train from X has cleared the switch SW on the main line, the train on `the siding may desire t0 'come out on the main line to `proceed to X. Two courses of procedure are now open tov the dis.. patcher. He may step commutator segments |00| 08 back to normal position by operating thus let the train on the lsiding energizing' of relay ARG, l

at -stop `for train taking siding, this signal H9 would have beenvplaced at stop nev'erthelesshbyN the 'opening back the train through inductor I2, after which signal Hl2, providing the block is clear, will clear automatically giving the train the right to proceed toward X. Or the dispatcher may decide to him- 5 self operate the switch SW for the train to come out on the ma n line, in which case the procedure will be:

lst. Operate selector SLT to step commutator segments 08 to position 3, which operation sets signals H9 and H|0 at stopbecause of the opening of contacts |0i, and |02; causes bell |09 to ring, by closing contact |08 and opening contact |03, indicating that signals H9 and H|0 are at stop; and closes circuit for relay ARE at contact |05.

2nd. Again operate selector' SLT to step segments |00.|08 to position 4, which operation energizes relay ARS to operate mechanism SM to open switch SW by closing circuit in contact |06 momentarily as segment moves from 'tion 3 to 4; causes whistle |50 to sound because of movement of switch; and results in becoming energized which, together with the closing of contact |07,A causes bell |29 to ring, indicating switch isopened and locked.

3rd. Again operate selector SLI to step commutators to position which operation closes contact |00 clearing signal H|2 and keeps bell |29 ringing by contact |01 remaining closed.

Since signal H| 2 'is now clear, the train proceeds out on the main line towards X. As the train enters track section C8, relay N is de-en- A ergized (circuit for this relay through contact of track relay T8 not being stops ringing, .signifying to the dispatcher the train is proceeding in section C0. As the train enters section C8 contact A23 is opened de-energizing relay ARB so that switch SW automatically returns to normal or closed position as soon as train clears section CI. -In this operation whistle |50 is sounded notifying dispatcher switch SW is returned to closed position.

During this time contact |00 has been closed, except `in position i, cutting in the transmitter so that the dispatcher has heard the bells ring and whistle blow in the various positions and even could hear the train Dass member ofthe crew on the rear end of thev train could shout the number' of the train into the transmitter, as he passes by. 4 4th. 'I'he dispatcher again operates the selector SL'I which steps the commutators |00|00 to position 6 which opens up circuit for relay ARC but -serves no useful purpose in operation. 'Ihe opening of the y point is simply to enable the dispatcher to return the switch SW to its normal condition if atV train not pass through.

5th. Finally the dispatcher again operates selectr SL'I and steps commutators |00|00 to their normal or number one position, which operation leaves all signals and apparatus in normal condition.

76 pass. -He

shown) and bell |29- 'in which case signal out. If required, a4

tem.

any time he should open it and a,

It is noted that in the above case the dis-v train and then operates the appropriate selectors which will bring him into telephone communica-tion with each train. He then instructs-the trains where they shall pass and which shall take siding. He now operates selector SLI as required to bring the commutators |00-|08, at the siding where the trains are to pass, to position I; this cuts in the transmitter ||0 in the dispatchers telephone lineyplaces signal HI! in the stop condition, sets signals H9 and H|0 at stop, displaysv take siding signal H5, closes contact |05 in circuit of relay AR6 so that the track switch may be operated, and results in bell |09 ringing, notifying the dispatcher that signals HillV and Hill are at stop and takesiding signal H5 is displayed. One of two procedures "may 'now be followed, the dispatcher may continue the operation of control-- ling instrument SD to open the switch or he may decide to let the train which is to take the siding operate the switch. The latter will be the usual course. Eachmethod of operation has been heretofore explained. In case oi the switch being operated by the train, the dispatcher knows when the switch has opened by the blowing of whistle |50 and when signal HII clears by the ringing of bell |29. When bell |29 stops ringing, the dispatcher knows that the train which is proceeding toward Y is in the track section C8 containing the switch. He can also follow the progress of the train by observing his train indicator. After the train has proceeded into the siding past the fouling point, switch SW automatically returns to its closed position, in the same manner as heretofore explained of which fact the dispatcher is whistle |50. The dispatcher now operates selector SLB stepping commutators |00|00 back to position 1, signals H9 and Hi0are released and take sidingsignal Il! is withdrawn. 'I'he train which has kept to the main linewill now be at liberty to proceed..providing the block isv clear HII will indicate proceed.

Assume that the automatic train control system referred to in this inventionV is of some of the well known types, as the intermittent induction system of the Regan Safety Devices Co'. installed for test on the Erie Railroad or the auto-manual system of the General Railway Signal Co. installed on various railroads, I1, Il, ||l and ||2 represent the roadside inductors for such a sys- Considering I9, under clear conditions its circuit is closedv through circuit controller ||3 closed when signal H9 indicates clear. Should a train, for which the take siding'signal Il! is displayed and the signal Hl set at stop by the dispatcher, neglect to open switch SW, it will be automatically stopped by the automatic train control system because with signal Hl at stopthe circuit o! inductor I9 will be open. However, if the train does open the switch SW, signal HH clears for the train to enter the'siding and circuit controller Iii is operated closing the circuitfor inductor Il so that the train enters the siding without being stopped.

In the case two or three position system, a track inductor, as I9, when in a closed circuit also acts as a resetting inductor. That is, if the train is running undera restriction, as low speed due 4to a previous stop inductor, upon coming into correspondence with a track inductor with a closed local circuit, the restriction is automatically relieved. Therefore, if a train operating under a train control restriction under the conditions described approaches inductor llwith the signal advised by the blowing of' of the Regan system, which is a.

'over inductor I9,

route into the siding, it will cancelled as soon as it passes and will enter the passing HII clear for the have its restriction t siding with its automatic train control in normal condition.

Assume that as a part of the trainoperating system, especially desirable at station locations, as station Y, the arrangement indicated in Fig. 6 is used, transformer TF being substituted for transformer TF4, contacts 202 and 205 and connected conductors of circuit controlling relay RC being substituted for contacts 96 and 91 and connected conductors ol! selector controlled instrument SLB, and relay RC being controlled by track relay TB and track 'relay T9 (not shown) for section C9. -As the trains pass through the station Y on thel main line or to and'from the siding in sections C8 and C9 the relays for these sections are operated de-energizing relay RC so that yits ductorsvDI- and D2.

, communicatoin with general type to close an electric circuit for a stepplained which lcontacts 202 and 205 are closed between conductors 20| and 203and conductors 206 and 204 respectively, connecting transformer secondary S to the dispatchers lcommunicating circuit, coni As transformer TF (now substituted for transformer TF4) is a part o! the. intermediate circuitfor section C8, C9, et'c., trains within these sections are in a position to initiate the dispatcher and report their location. ,For example,- the train may report it is entering the'passing siding,- has entered thepassing siding,

the passing siding, is leaving etc. The intermediate circuity for sections C8, C9, etc., is but partly shown comprising track rails, conductors 88 and 89, condensers K, conductor 90, contact 9|, conductor 92, transformer primary P (of TF, Fig. 6) conductors 93 and D3, etc. This Acircuit completed requires a connection from conductor D3 to the track rails, identical in arrangement with that'shown, viz., Vcon-- ductor 93, transformer primary P, conductors 92, etc., 'but located at the right of the diagram Fig. 5. The insulated joints in bypassed (not shown) by condenser C as illustrated in Fig. 1 or by ,resistance r as indicated in mg. 3.: Y' As they relate to the dlspatchers selective system',`Figs. 1 and 5 are only schematic in the showing of instruments SLI, SL2, etc. Several systems of dispatchers selective apparatus are in service on the railroads for telephone purposes. In these systems selectors are located at various stations with which it may be vdesired to hold conversation. Each selector is v'responsive to a certain coded call only. When the dispatcher desires to talk with a certain station he causes a certain code for electric impulses, corresponding to the code of the selector in the station being called, to be sent out over the maincircuit. The

selector responds by closing an electric contact to rlng a bell to call the attendant. In my invention I make use of the contact on a selector of this ping up relay or instrument like .SD already ex- On the ilrst operation of the selector its contact energizes the stepping up relay to an abnormal 'condition to the case of a circuit contacts.. In stepping up relay of two positions, on its second operation the selector restores the stepping up relay to its-normal' condition, causing those circuits which were closed in the abnormal condition` to be opened and those which were open close andA open in therabnormal condition to b e closed.

On return of the'commutator segments to position.fone, the normal position', commutator.

- dispatchers wire the track rails are r municatio'n may be,y

and a train on a selected portion of the railway.

itself controls electric' circuits..

| opens vthe circuit of transmitter IIO producing a well dened click which may be heard by the dispatcher. Further, as indicating when position one .is reached, the gong connected with the operating electro-magnet, either |69 or |55, will not sound for position" one for the reason that the transmitter I|0 is cut out before the armature falls, causing the hammer to strike the gong. -In the case of the use of controlling instrimients'of more than one step, as in Fig. 4, the selector key CB isarranged with an operating lever such that in practice the position of this lever corresponds with the position of the commutators of the Vinstrument SD. In this way a check is provided in the dispatchers omce on the position ofthe commutators of SD. f

Instead of using a third conductor D3, the annunciator conductor I4 may be connected diselector SLI is operated. lllso,A instead ofv using DI common wire for the signal system may be used, and probably would be used in practice.-

Although the circu'ts are illustrated in connection with a single track, it will of course be understood that the invention is applicable to two or more tracks. v

What I claim is:

l. In a communicating system for railways, the combination of a stretch of 4track for a train, a dispatchers selective system adapted to be connected with each one of a series of intermediate circuits, including the track rails, and com-' munication receiving apparatus on the train inductiveiy associated with ysaid track rails responsive to communicatingy energy impulses originating in the dispatchers selective system.

2. In a system adapted for communication be- 4tween a railway train `and the dispatcher, the

combination comprising a dispatchers communicating system,` a communication receiving and transmitting circuit on thetrain, an intermediate circuit 'in inductive relation with said train circuit, 4and. selective devices connecting thel dispatchers communicating system with the intermediate circuit.

3. In a system adapted for communication between the dispatcher and a railway train, the combination comprising a dispatchers communicating-circuit including selective apparatus for any one of a series of track districts, an intermediate circuit including the track rails for each of said districts adapted to be selective con-' nected with the dispatchers communicating circuit, and a communication receiving and transmitting circuit on the train in communicative relationship with said track rails, whereby comhad between the dispatcher track. a

4. In a train communicating system. a stretch of track for a train, track section circuits in said stretch, conductors parallel thereto, a circuit confor the annunciator the nection from th'e rails of each track section to one of said conductors, a primary coil in each circuit connection, ay secondary coil therefor, in inductive relation with each primary coil, a normally open circuit from each 'secondary coil to said conductors, movable contacts and a relay connected with each 4track section circuit controlling each secondary coil circuit, a transmitting and receiving set on the train having a circuit inductively connected with said track rails and a transmitting and receiving set connected t'o said conductors whereby communication may be carried on between the train and an outside station,

While the train is running over any of said track sections.

5. In a system adapted for transmitting energy impulses between the two ends of a railway train, the combination comprising an inductor in circuit with transmitting apparatus on one end of the train, a second inductor in circuit` with receiving apparatus on the other end of the train,

and an intermediate circuit, including the trackA rails multiple with which said two inductors are in direct inductive relation, for conveying said impulses between the two ends of the train.

`6. For a train communicating `systen1 the com-l bination comprising an intermediate circuit, of which the track rails in multiple form a part,

otherend of the train, and means inductively connecting said sets with said intermediate circuitthrough an air-gap over said l track rails.

7. In a system adapted for communication between a railway train and a wayside station, the com ination comprising an intermediate circuit,

rails at the ends of said section.

9. In a means for carrying on communication between a. railway train and a wayside station, a track system comprising a series o f related interthe wayside station.

10. In a Asystem adapted for communicationA with said wayside station circuits.

11. In a system adapted for communication be- I tween the two ends of a railway train and between ductive relation with said train circuits as the train progresses over the railroad, transmitting and receiving circuits for the wayside station, and devices controlled some by the train and some from the wayside for connecting said intermediate circuits with said wayside station circuits.

comprising,

the track rails of said district and said conductor,

a relay controlled by said track circuit section, and a circuit controlling contact operated by said relay so arranged'in the connection between said conductor and the track rails that while a train occupies the track circuit section said connection is broken and the circuits for the two adjacent track districts'are thrown together forming one complete circuit.

13. In a system for carrying on communication between the two ends of a railway train or a railway train and a wayside station, an intermediate circuit in the. track system comprising the rails in a block signaled stretch of track, a conductor insulated from said track rails extending along the stretch of track, cross conductors connecting said conductor with the track rails, and means preventing the flow of block signaling current from the track rails into saidconductor.

14. In a system adapted for communication between a railway train and a wayside communi- 'cating station in combination, a train set comprising a transmitter, a receiver, a source of electrical energy, an inductor and a circuit connecting said inductor and source of energy to said transmitter and receiver; an intermediate circuit inductively associated with said inductor and a section vof track rails, a conductor connecting to the rails at both ends of said track sections, and a transformer coll in seriesin said circuit; a wayside circuit connected with said wayside communicating station; connecting said wayside communicating circuit to another coil of said transformer.

15. In a system for carrying on communication between the two ends of a railway train, an intermediate circuit in the track system comprising the two rails in 'av section of track, a wayside conductor insulated from said track rails extending along the section of track, and a cross conductor connecting each track rail through'a condenser with said wayside conductor at each end of said section.

16. In a system for carrying on communication between the two ends of a railway train enroute over a stretch of track, a wayside system comprising a series of .intermediate circuits consisting of, the two track rails, a wayside conductor insulated from said rails extending along said trac and a cross conductor connecting between said'track rails and said wayside conductor at intervals throughout said stretch.'

17. In a system for carrying on communication between the two ends of a railway train, a stretch of track for said train, and a wayside system comprising cuits consisting of, the two track conductor insulated from said rails extending along said stretch, a cross conductor connecting between said track rails and said wayside conductor at intervals throughout the stretch, and track section circuits in said stretch controlling said cross conductor connections.

18. In a means for carrying on communication between a railway train and a wayside station, an

a series'of intermediate cirrails, a wayside and means for f` intermediate circuit in the track system comprising the two rails in a section of track, a wayside 'conductor insulated from said track rails extending along said section of track, 'a cross condenser with said waysideconductor-at each wayside station and a railway train,

end of said section, of said transformer being in the intermediate circuit and the other coil adaptable for connection to said wayside station.

19. In a system for communicating-between a a stretch of track, a series ofintermediate circuits for said stretch, a selective system for the wayside station, including a prescribed selector for each inand a transformer,

- termediate l'circuit selectively controlled adapted end of said train, said wayside station,

to connect such corresponding intermediate cir:V

cuit to said wayside station, and atrain circuit in inductive relation with each of such intermediate circuits of said series as the train 4progresses through the stretch.

20. In a system for communicating between a wayside station and arailway train and/or between the two ends oi a railway train, the comone coil bination comprising an intermediate circuit including .the two rails of a section of track and a conductor connected to said rails at each end of said section, communication apparatus at the wayside station, means adapted to connect the wayside station apparatus with the intermediate circuit, and communicating' apparatus on each last mentioned communieating apparatus being in circuit with an inductor in inductive relation with each track rail.

21. In a system fox'v communicating between the two ends of a railway train 'on' a stretch of track and/or between an intermediate circuit comprising conductors along said stretch, a transformer i in circuit with said conductors,` and 'means at the end of said stretch connecting the conductors together, said means being adapted to join said circuit to an adjacent similar intermediate circuit, changing said twointermediate circuits into one intermediate circuit, andfto transformer from said first named circuit while the two .intermediate circuits are joined;

22. In a system `for communication between thc two ends of a railroad train and said train and a wayside stationfthecombination comprising, a stretch of track for a train divided into districts,

an intermediate circuit for each district,lcom

munication transmitting and receiving means lon each train end in communicative relation with the intermediate circuit fotone or more of said districts as the train'travels through the stretch, a wayside station including a communication transmitting and receiving means adapted to be connected to said intermediate circuits, and

means controlled from the station for connecting said station transmitting and receiving means with the intermediate circuits for some of said districts and means automatically controlled by the trafin for `connecting said station transmitting and receiving means with the intermediate circuits of other oi said districts.

23. In a'train operating and'disp'atching system for railways, the combination comprising, a tretch of track or a train, track section circuits in said stretch, a first wayside by said track section circuits for locating said train, an intermediate circuit also controlled by track section circuits 'of said stretch forcommunicating with said train, communicating devices on said train electrically related to said intermediate circuit as the train travels over the railroad, a secondwayside circuit connecting to a train locating device, a dispatchers communieating 'and selective system,l

the railway train and a eliminate the circuit controlledand selectors opandI at other tion may be had between several or municate with said train after said train islocated.

24, In a train operating and dispatching system, the combination comprising, a dispatchers communicating circuit including selective appa-- ratus for any one of a series of track districts, an intermediate circuit for each track district, adapted to be selectively connected to the dispatchers communicating circuit, and a communicationreceiving and transmitting circuit on the train adapted to be in inductive relation with each intermediate circuit, whereby communicathe dispatcher and a train on a selected portion of the track, and circuit means, the characteristics of which vary with the location of the train in the district occupied by the train, selectively connectable -to an indicating instrument enabling the dispatcher to determine the district in which the train is located before district is connected to the dispatchers communicating circuit. i

25. In a system for communication between a wayside station and vehicles in a stretch of track, means for each vehicle adapted to transmit communications to and receive communications from the wayside station, a

communications from said vehicles, and means controlled from the wayside station in relation for one of said vehicles, or simultaneously with any all of said vehicles.` Y

26. In a system for communication between a wayside station and railway trains in a stretch of track, a series of sections in said stretch each with an intermediate circuit, communication means on eachA train adapted to be in communicative relation with said intermediate circuits, a communication Zone for each-train traveling with the train and comprising at'some times one times more than mediate. circuits, communication means in the on theiocomotive of said wayside station, and means controlled from the wayside station for placing said wayside station communication means in communicative relation with'the intermediate circuit for any one, or several, or all of said trains.

27. In a railway dispatching system, a stretch of track for ya train, including a main track and a side track 'connected together by a switch, and

means permitting the train dispatcher in a wayside station to communicate with the engineman train and instructl him wayside station means for` transmitting communications to and receivingl station for placing the transmitting and receiving means of said communication with' any onev of said interthe intermediate circuit for saidv to operate said switch and take the train in on the sidin'g,said means' comprising a transmitting y and receiving communicating vmeans carried on the locomotive, a transmitting vand receiving in the wayside station,

communicating means and a communication zone for the train, traveling with the train, municating meansl communicative relation ried means by devices located within saidA zone but controlled from said wayside station. l

28. In a means for communication wayside station and any one, or any several, of

is adapted to lbe placed in in which said .wayside comlI0 with said locomotive carbetween a a plurality of trains in a stretch of track, comover a stretch of track under the supervision of prising, a circuit for the wayside station, an ina train dispatcher, means for selective operation termediate circuit for each of said trains, a transand communication means in the `Voflice of said former in each intermediate circuit, a relay dispatcher, al Wayside circuit adapted to Vbe con- 5 adapted to connect each transformer with said nected .with said means for selective operation circuit for the wayside station, and a selector and said communication means in .said oince,v

operatively associated with each relay, each setrain locating means for said stretch adapted to lector being responsive to a different prescribed reflect the location of said trains, acommunicaelectri'ccurrent to control the associated relay. tion circuit for said stretch adapted for communil 29. In a system for communication between cative relationship with said trains, and means the rear end and thehead end of a railway train responsive to said means for selective operation or between either or both ends of the railway over said wayside -circuit to connect said train train and a wayside station, a stretch of track locating means with said office and said communifor the train divided into districts, an intermecation circuit with said wayside circuit.

l dia-te circuit for each district, a transformer as- 34. A transmission system comprising in com-' mediate circuits together during the interval that cluding a transmitting device, a receiving device the train is passing from one adjacent district to and a. circuit adapted to be connected to either the other, atransmitting and receiving communiof said devices and in direct inductive relation cation set on each train end in .inductive relation with each of said rails to induce alternating curwith the intermediate circuit for the district the rent therein in 'multiple when the transmitting train isoccupyins, a transmitting and receiving device ofv that station is connected in the circuit communication set in the wayside station, and of that station and to be responsive to current :.'5 means including said transformer and a selecflowing through said rails when the receiving detively operated relay,connecting the intermevice of that station is connected in the circuit of diate circuit for the section the train is occupying that station whereby transmission from either with said .station communicating set. station to thevother may be effected through a 30. In a system for communication between a circuitincluding said rails as parallel branches vehicle in a track stretch and a wayside station, thereof. transmitter and receiver means adapted to'be in 35. An end to end transmission system comcircuit with an inductor on the vehicle, transmitprising in combination the running rails ot a ter and receiver means in the waysiderstation, a stretch of railroad track, a train on said rails. a

' latienship with said inductor, and controlling ting device, a receiving device and a circuit means in the wayside station adapted to selecadapted to be connected to either of said deltively communicatively connect said mediums vices at that station and in direct inductive rewith the wayside station transmitter and receiver lation with each 0f said rails to induce alternat- 40`means. ing current therein in multiple when the trans- 31. In a system for communication between a mitting device of that station is connected in the wayside station and railway trains in astretch 0f circuit of that station and to be responsive to track, means on each train and in said wayside current flowing through said rails when the re- A stntin 101 transmitting and receiving COmInUniceiving. device of that station is connected in the lation Signals, a Circuit fOr each train Within circuit of that station whereby transmission bewhich communication signals from and to said tween the ends of the train may be enected ltlliin are Conned. Aand means assniated With through a circuit including said rails as parallel 4Said circuits and controlled from said station for branches, optionally placing the transmitting and vreceiv- 36. In an inductive train telephone system, the ingA means of said station in communicative recombination with a stretch of track including the lationwith the transmitting and receiving means -two running rails for a. train, of a communication of any oneaor more than' one, of said trains, said circuit associated with the stretch of track and `a1`rangen1ent making POSSible n.00mlnl1nicati0n electrically complete with the stretch of track fromsaid station to several trains at one time. either occupied by a train or unoccupied, said 32. In a system forcol'nrnunication between the circuit comprising the two track rails in parallel head end and rear end 0f trains on a stretch 0f and a common return path, operative with a train track and between said trains and a wayside stafacing in either direction 'and running either fortion, means on each train end and in said wayward or backward, and adapted to travel with a side station for transmitting and receiving comtrain moving over the stretch 0f track by addi- C9 munication signals, a communication channel `for tions to the circuit ahead of the train 'and subeach train within which the means fer the two tractions from the circuit behind the train, inducends of the train arein communicative relation', tors each comprising a, winding on a magnetic and means associated with said channels and concore located in pairs at different points on a train trolled from said station for optionally placing the in Such manner that, with the train present on C5 transmitting and receiving means of said station said running rails, the inductors are disposed adin communicative relationwith the transmitting jacent to and 'Separated by an air'gap from the and receiving means 0f any One `01` more than respective running rails and each, together with one, of said trains, said arrangement being such its respectiverail constitutes an electrical transthat communication may be carriednon independformer wherein the winding serves as the priently between the ends of any one or any several. mary Winding and the mi] as the secondary windof said trains at the same time that communicaing, telephone transmitting and receiving means tion is being carried on between said station and connected in circuit with the pair of inductor any other one or more than one of any other evt said trains.

`ansmitting means at one of said points and the 33. In a system for operating railway trains associated inductors for inducing currents in said `75 communication circuit, and means including the the different pointson`the train while the same v is moving along the stretch of track.

37. The combination, in a railway signal system, comprising a plurality of blocks, of a line conductor extending through each block, means in each block for connecting said line conductor in loop circuit relation with one of the rails of said block, a vehicle, signal means carried on the front and rear of said vehicle, the signal means both on the .front and rear of the .vehicle being arranged to co-operate with said rail whereby signaling maybe effected between ends of said ve- 4hicle through the loop circuit comprising said line conductor and rail and means for joining the loop circuits of two adjacent blocks to "form, a

-single loop.

38. Trackway apparatus for use in connection with an electrical system of signaling through the track rails between two points' on a train, com-i prising, in combination with theA usual insulated track sections each provided with the usual -track circuit, two condensers connected in series across the rails of each track section, and a connection from the junction of each of .said two condensers to a conductor including a associated track relay.

39. Trackway apparatus for use in connection with an electrical system of signaling through the track rails between two prising, in combination with the usual insulated track sections each provided with the usual track circuit, two condensers connected in series across the rails of each track section, and means for connecting the junction of ,each said two condensers directly in front of and in the rear of a train with a conductor.

40. Trackway apparatus for use in connection' with an electrical system of signaling through the track rails between two points on. a train, comprising, in combination with the usual insulated tracksections each provided with the usual track circuit, a condenser connected across each` insulated joint, a pair yof auxiliary condensers connected in series across the rails of each track section, and a connection from the junction of each pair of auxiliary condensers toa conductor including a front contact of the associated track relay.

41. Trackway apparatus for use in connection with an electrical system of signaling through/ thel track rails between two points on a train, com.- prising, in combination with the usual insulated track sections each provided with the usual track circuit, a condenser connected across each insuf lated joint, a pair of auxiliary condensers connected in series across the rails of each track section, and means'for connecting the junction of each pair of auxiliary condensers next in front of and next behind a. train with a conductor.

`42. In a system for communicating between a wayside station and either or both ends of a railway train or between the-two ends way train, the combination comprising, an intermediate circuit including the track rails in multiplefmean's adapted to connect said wayside station with said intermediate circuit, and means 'connecting said intermediate circuit with a train carried circuit comprising a train carried coil in direct inductive relation with each track rail.

43. The combination, in a railway signal system,

said currents from the com-- front contact of the points on a train, comof a raill 13 comprising a plurality of blocks, of. an individual loop circuit extending through each block, and

means whereby when a vehicle vextends into adjacent blocks the loop circuits of said blocks 'are automatically connected together to form a singlel cle operates in a direction opposite to the direction of trafiicout from one of said adjacentfblocks to` reestablish said individual loop circuits.

4'5. The combination, in a railway signal system, comprising a dividual loop circuit extendingl through each block, and means whereby when a vehicle extends intoadjacent blocks the loop circuitsof said blocks are automatically connected together to plurality of ,.-blocks, of an inform a single. loop extending through saidadjacent blocks, said means being operable'when said adjacent blocks are individually occupied by separate vehicles to maintain an individual loop in each block. i

46. The combination, in a railway signal system, comprising a plurality of blocks, a loop circuit in each block, f means for inductively su\p- 4 plying oscillations from a vehicle to the loop circuit of the block occupied thereby, and means controlled from a wayside station to relay said `oscillations from the respective loop circuit to the loop. circuit of another block.

47. The combination, in a railway communication system, comprising a plurality of blocks, of a loop circuit in each block, means carried by each vehicle to inductively supply oscillations to the loop circuit of the block occupied thereby vand to receive oscillations from the loop circuit, and

. means selectively controllable to relay oscillations from the loop `circuit of the respective block to the loop circuit of another block whereby oscillations transmitted from one vehicle may be` transmitted to the loop circuit of said another block and received upon a different vehicle.

`41?. A trackway system of circuits for telephonically interconnecting stations on a moving train and a wayside station comprising, a series of normally closed wayside loop circuits .each associated withb a definite section of the track over which the train runs', train controlled devices associated with the track sections, means including said devices for temporarily altering said loop circuits so that a single loop circuit for a stretch of track of greater length than the train is always presented to the train as it' moves along the track, and a circuit connecting said single loop circuit with the wayside station.

49.' In a train telephone system, a stretch of track, a train moving along the track, a telephone set at one end of the train in direct inductive relation with both rails of the track, a telephone set on the other end of the train in direct inductive relation with both track rails, and a cirof the train to a point substantially in the rear of the train and a conductive medium between said points.

50. A wayside system of circuits for vsimultaneously conveying non-interfering 'communication' times the two track.

associated with each track section for conveying the signals between the two points on the train occupying the track section and to which such signals are conned, and circuit controlling devices for interconnecting a plurality of said circuits to temporarily disable their signal confining characteristics and permit the conveyance oi' signals between stations on a train or trains occupying a corresponding plurality o! track4 sections.

51. In a train telephone system, a stretch of track dividedinto sections, an individual waysidel circuit for each section inductively associated trolled from said station for connecting any desired number of said circuits. to said line.

52. In a system of communication for railway trains, a stretch of track containing a plurality of sections, wayside circuits comprising the track rails and a conductor connected to said rails to form a loop circuit for each section, means in,

associated with the track sections, and means including said devices for temporarily altering said loop circuits so that a single loop circuit extendingbeyond both train stations is always available to the train as it moves along the track.

54. In a system for carrying on communication between the two ends of a termediate circuit in the track system compris- -ing the two rails in a section of track, a wayside conductor insulated from said track rails extending along the section of track, and a crossconductozj connecting each track rail with said wayside conductor at each end of said section, said track rails being connected in parallel forming one side of said intermediate circuit and said conductor forming the other side of said intermediate circuit.

55. A transmission system comprising in combination, the running rails of a stretch of track, a sending circuit in direct inductive relation with each oi.' said rails to induce alternating current in said rails in multiple and .a receiving circuit remote from said sending circuit and responsive to current induced in said rails by said sending circuit.

-said station,u and means adapted to place said station in communication with any one or more of said plurality of trains independent oi' the communication carried on between the ends of other trains oi' said plurality.

57. In a train operating system in which a stretch of railway track is`equipped with track switches and wayside signals operated by remote control from a central point 'over a dispatchers line, a closed electrical circuit associated with the stretch of track and disposed so as to cooperat with telephone apparatus carried by trains -operating through the stretch, means controlled over said line Afor connecting said circuit to the line, and means including said line and the circuit connected thereto for carrying on. direct two way telephonie communication between moving trains in said stretch of track and said central point.

58. In a system for regulating the movement of trains over a stretch of railway track including a track switch connecting with a siding in which the position of the switchis controlled from a central point over a control circuit, a communication circuit associated with the stretch of track and disposed so as to inductively cooperate with telephone apparatus carried by trains moving through the stretch, means controlled from said central pointover the control circuit for connecting said two circuits together, means controile'd by a train in said stretch for connecting said two circuits together, and means including the connected circuits for carrying on direct two way telephonie communication between said central point and a train moving through the stretch f track.

59. In a train telephone system, a stretch of track for a train, a train on the track, a telephoneA transmitting device at one point on the train, a telephone receiving device at another point on the train, and a circuit. for conducting current from said transmitting devicel to said receiving device comprising the two track rails and a. common return path so related to said rails that current from the transmitting device flows through the track rails in multiple at points substantially ahead of and in the rear of the train.

60. In a train operating system, a stretch of railway line, a train in said stretch, a wayside station, apparatus` for transmitting and receiving electric current at two di'ierent points on said train and in said wayside station, a circuit on said train at each of said points connected with the apparatus at that point, a circuit connected with -the apparatus in the wayside station, a wayside circuit for said stretch of track comprising a plurality of conductors including the track rails of the stretch and a wayside conductor connected to said rails at each end of the stretch, said train carried circuits being operatively associated with one of said conductors for conveying the electric currents between the apparatus at said train points, and means for placing the circuit connected with the apparatus in the wayside station in electrical relation with saidwayside circuit for conveying electric current between said wayside station apparatus and the apparatus at said train points.

ARCHIBALD G. SHAVER;

'v caseV` in the Patent Office.

' Patent No. 2,12lhhll9.

` columnl line )45, for thegwords rails insert the word in;

CERTIFICATE. OF CORRECTION.

'n Julyyl9', .1958. Y n ARCHIBALD Gp. SHAVER.

Itis hereby v'certified that error appears in the of the above numb'eredpatent requiring correction as follows: Page?, first and and the reed and the; and second. col-v umn, line 5,! for endread to; page 8, second column, linelhwfor "signals H19" reed signals H9; pege 9*, secondv column, line 55, claim for selective readselectively; page 10, fir'stfcolumn, line l1, claiin 5, after and that the said Letters Patent should be read with this correction therein that the same may conform to the record of the Signed end sealed this 22nd dey of November. A. D. 1.958.

Henry van' Arsdale -(Seel) printed specification Acting Cornm'iss'ioner of Patent.- 

